SOS

These are amazing craft we build. We can have TSIO engines from BPE with TSO’d ECI cylinders, EI by E-MAG, EFI, even ECUs that support FADEC as we run them to TBO. Some opt for a 13B from an RX7 or even an LS1 with a PSRU. Others want a TDI to bang JP-1 or even a PT6 to torch it. If you’re flying E/A-B, you have lots of options to turn USD into BTUs and dBs.

Our modern panels are electro-marvels. We now have full EFIS in 12 or 24 VDC with a PFD with ASI in KIAS, or MACH, an ADI, VSI, and an HSI whose CDI can be driven by LNAV, RNAV, WAAS GPS, VOR, LOC, or INS and a VPI driven by VNAV or GS. Additionally, there’s a BARO display of QFE, QNE, or QNH. All of which can be layered with SynVis in HD to help prevent CFIT.

Integrated or separately we join the PFD with an ND for MAP plus an EMS, often on an LCD MFD. The MAP shows a DG for TRK/MAG or RMI plus NAV data for FLT PLN. Through ADS-B we can display NEXRAD and a form of TCAS, and pull up more WX info like ATIS, TAF, METAR, TPs, AIRMETS, SIGMETS, NOTAMS, even RAF.

From the EMS we see RPM, MAP, (not to be confused with MAP which is a MAP), EGTs, (ROP, PK, LOP), CHTs, AMPs, VOLTs, MPG, ETA, OAT, GMT, and even HOBBS.

No EFIS suite would be complete without an integrated AP/FD, XPNDR, and AUDX with VHF COMs, NAVs, VOX, and even BT to stream REO or BTO from your PED to your A20. Since we already have access to ARINC and SATCOM, ACARS and CPDLC can’t be far off as we transition to FANS.

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All of this suite is driven by a brain box of MEMS and ICs called several different versions of ADAHRS. Most systems have their OS AND BIOS updated by USB; some even have a CDU like a proper FMC. All are often acquired from OEMs, Spruce, or Stein, often from recommendations from VAF, EAA, or AOPA, and funded from an IRA, 401k, or HELOC with a VRB APR.

Let’s fly this thing. If the FSS says your destination is CAVU, you’re CAVOK, but if it’s MVFR, IFR, or WOXOF, you better be prepared. You can take off at VR at MTOW, (unless you RTO), fly a SID with TRACON by LNAV WPT to WPT, dodging TCUs above the MEA and MOCA with ARTCC, then a STAR to the IAF, FAF/LOM, all the way to the DH/IM at the MAP (“point” not to be confused with the other MAPs), looking for an MALSR or ALSFII with PAPI, REIL, or other ALS, hopefully to the TDZE. However, if still IMC at the DH or MDA, then fly the MAP (“procedure” not to be confused with the other MAPs) and divert when BINGO to BFE because either the OVC, VVR, or the RVR are too low for your DH or MDA.

By your ETA at your ALT, you better hope your SFC and FOB were correctly calculated and that the ANP is within the RNP, especially below the MSA and/or the CG hasn’t moved too far AFT, any one of which could make you GLOC, triggering the ELT by a tragic CFIT into the ROX where the NTSB and CNN will declare you MORT and blame the whole mess on PILOT ERROR.

No matter how SIERRA HOTEL the DAR thinks your airplane is, all liability still rests with the PIC (who needs a current BFR from a CFI and a MED from an AME).

The bottom line is you better CYA per SOP, the AIM, the AFM, and the FARs lest some SOB from the FAA will eat your LOA, PPl, CPL, or ATP, and leave you SOL.

Enough with the acronyms already! This nonsense is all over the MAP (not to be confused with the other MAPs). It’s enough BS to give one IBSD, make one ADHD, or turn even LDS to LSD. J/K LOL. CU @ HBC OSH!

Myron Nelson soloed at 16 and has been a professional pilot for over 30 years, having flown for Lake Powell Air, SkyWest Airlines, and Southwest Airlines. He also flies for the Flying Samaritans, a volunteer, not-for-profit organization that provides medical and dental care in Baja California, Mexico. A first-time builder, Myron currently flies N24EV, his beautiful RV-10. He has also owned a C-150 and a Socata TB-9.

In Case You Missed it

Although Van’s has been a top-selling kit manufacturer for years, the company’s foray into the SLSA (factory-built Light Sport Aircraft) market with the RV-12 has proven to be challenging—and the airplane may not ever be sold ready-to-fly. By Dave Martin.